U.S. patent number 9,707,836 [Application Number 14/558,074] was granted by the patent office on 2017-07-18 for powertrain roll restrictor.
This patent grant is currently assigned to Ford Global Technologies, LLC. The grantee listed for this patent is FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Matthew Sykes.
United States Patent |
9,707,836 |
Sykes |
July 18, 2017 |
Powertrain roll restrictor
Abstract
A roll restrictor for restraining movement of a vehicle
powertrain relative to a vehicle sub-frame. The roll restrictor has
a bracket for coupling to the sub-frame in the form of a generally
U-shaped housing defining a central cavity. A link arm for coupling
to the powertrain has a first end positioned within the cavity and
extends through an opening in the bracket. A plurality of resilient
elements are disposed within the cavity between the housing and the
first end of the link arm to resist movement of the first end
relative to the bracket.
Inventors: |
Sykes; Matthew (Wickford,
GB) |
Applicant: |
Name |
City |
State |
Country |
Type |
FORD GLOBAL TECHNOLOGIES, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
49979654 |
Appl.
No.: |
14/558,074 |
Filed: |
December 2, 2014 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20150152953 A1 |
Jun 4, 2015 |
|
Foreign Application Priority Data
|
|
|
|
|
Dec 2, 2013 [GB] |
|
|
1321243.6 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K
5/1241 (20130101); F16H 57/025 (20130101); B60K
5/1208 (20130101); F16F 1/3849 (20130101); B60K
5/1216 (20130101) |
Current International
Class: |
B60K
5/12 (20060101); F16F 1/38 (20060101); F16H
57/025 (20120101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
202013102964 |
|
Jul 2013 |
|
DE |
|
20130065329 |
|
Jun 2013 |
|
KR |
|
Other References
Intellectual Property Office, Search Report for the corresponding
Great Britain Application No. 1321243.6 mailed Jun. 25, 2014. cited
by applicant.
|
Primary Examiner: Dickson; Paul N
Assistant Examiner: Wilhelm; Timothy
Attorney, Agent or Firm: Brown; Greg Brooks Kushman,
P.C.
Claims
What is claimed is:
1. A vehicle structure comprising: a sub-frame including a pair of
opposing sides cooperating to define a pocket; a bracket disposed
in the pocket and coupled to at least one of the opposing sides,
the bracket including a generally U-shaped housing defining a
central cavity with an opening narrower than a maximum cavity
width; a link having a first end wider than the opening, the link
extending through the opening in the bracket and through an opening
in the pocket to position a second end of the link outside of the
bracket and the pocket for coupling to a powertrain; a first
resilient element disposed between an inner surface of the housing
and the first end, and directly connected to each of the inner
surface and the first end to continuously resist movement of the
first end relative to the bracket; and a second resilient element
disposed between an inner surface of the housing and the first end,
and directly connected to only one of the inner surface and the
first end and spaced from the other of the inner surface and the
first end to define a gap, the second resilient element arranged to
resist movement of the first end relative to the bracket when the
link moves a sufficient distance to close the gap.
2. The vehicle structure of claim 1, wherein the bracket comprises
one or more fastener receiving portions configured for fastening
the bracket to the sub-frame.
3. The vehicle structure of claim 1, wherein the bracket further
comprises flanges extending from distal ends of the housing and
abutting surfaces of the sub-frame.
4. A vehicle structure comprising: a sub-frame defining a pocket; a
bracket coupled to the sub-frame within the pocket and comprising a
generally U-shaped housing defining a central cavity with an
opening narrower than a maximum cavity width; a link having a first
end wider than the opening within the cavity, and the link
extending through the opening in the bracket and through an opening
in the sub-frame pocket to position a second end of the link
outside of the bracket and sub-frame pocket for coupling to a
powertrain; and a plurality of resilient elements disposed between
an inner surface of the housing and the first end of the link to
resist movement of the first end relative to the bracket, wherein
the sub-frame includes a wall having an opening therein, and the
opening is aligned with the bracket cavity to permit visual
inspection of the resilient elements and the link.
5. The vehicle structure of claim 4 wherein, the plurality of
resilient elements further includes a first set of resilient
elements and a second set of resilient elements, the first set of
resilient elements being attached to each of the bracket and the
link, and the second set of resilient elements being attached to
only one of the bracket and the link.
6. The vehicle structure of claim 5, wherein the second set of
resilient elements are attached to the bracket.
7. The vehicle structure of claim 4, wherein the plurality of
resilient elements further includes a first set of resilient
elements and a second set of resilient elements, the first set of
resilient elements being disposed between the inner surface of the
housing and the first end, and directly connected to each of the
inner surface and the first end to continuously resist movement of
the first end relative to the bracket, and the second set of
resilient elements being disposed between an inner surface of the
housing and the first end, and directly connected to only one of
the inner surface and the first end and spaced from the other of
the inner surface and the first end to define a gap, wherein the
second set of resilient elements is arranged to resist movement of
the first end relative to the bracket when the link moves a
sufficient distance to close the gap.
8. The vehicle structure of claim 4, wherein the second end of the
link includes a fastener configured to connect to an engine.
9. A vehicle structure comprising: a sub-frame defining a pocket; a
U-shaped bracket defining a cavity with a mouth and disposed in the
pocket with a sidewall of the pocket spanning over the cavity; a
link extending through the mouth and having an end wider than the
mouth; and a resilient element disposed between the U-shaped
bracket and the end, wherein the sidewall defines an opening
aligned with the cavity permitting inspection of the link.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims foreign priority benefits under 35 U.S.C.
.sctn.119(a)-(d) to GB 1321243.6 filed Dec. 2, 2013, which is
hereby incorporated by reference in its entirety
TECHNICAL FIELD
The present disclosure relates to a powertrain roll restrictor for
a motor vehicle
BACKGROUND
Automotive powertrains, which generally comprise an engine and
transaxle, utilize roll restrictors to prevent unwanted rotation of
the engine and transaxle about an axis which, if not coincidental
with the engine's crankshaft center axis, is at least parallel
thereto. Known automotive powertrain roll restrictors utilize
brackets for attaching the restrictor to the transaxle or
engine.
In this regard, FIG. 1 shows a roll restrictor system for an
automotive powertrain 10 known in the prior art, which was
previously disclosed in U.S. Pat. No. 8,215,444B2. The powertrain
10 has an engine 14 and a transaxle 18 with a longitudinal center
line A. The powertrain 10 also includes a roll restriction system.
The transaxle 18 includes a first mounting pad 22 to which a
mounting bracket 26 is attached. A control link 42 connects bracket
26 to a vehicle structural member 46.
A powertrain roll restrictor has many functions. It must
simultaneously isolate engine excitation forces at both idle (small
force preloads) and wide open throttle (large force preloads),
while also controlling powertrain roll during highly transient
dynamic events. These conflicting requirements require a part that
allows sufficient displacement with a low rate of change of
stiffness.
In addition, it is desirable that within the package constraints, a
roll restrictor is large enough to allow sufficient rubber volume
to meet attribute and durability requirements, while also meeting
metal strength and joint capacity criteria. It is also desirable
that a roll restrictor allows ease of manufacture by the supplier
and ease of assembly within the vehicle assembly plant. Finally, it
is desirable that a roll restrictor meets service requirements in
terms of replacement time without the need for special tooling or
procedures.
SUMMARY
According to a first aspect of the present disclosure there is
provided a powertrain roll restrictor comprising a bracket, a link
arm and one or more resilient elements between the bracket and an
end of the link arm, the end of the link arm being provided within
a cavity defined by the bracket, wherein the link arm is configured
to be coupled to a powertrain and the bracket is configured to be
coupled to a sub-frame of a vehicle and is configured for placement
within a pocket of the sub-frame, wherein the powertrain roll
restrictor is provided as a single assembly such that the
powertrain roll restrictor is insertable into the sub-frame pocket
as a one-piece unit.
The powertrain roll restrictor advantageously permits ease of
assembly and service whilst also meeting durability and strength
requirements.
The bracket may be configured to be placed through an opening of
the sub-frame pocket. The powertrain roll restrictor may be
configured such that when installed, the link arm may extend though
the sub-frame pocket opening.
The link arm may be configured to extend from a powertrain coupling
and into the bracket cavity. The link arm may comprise a single
piece. The link arm may be coupled to the resilient elements. The
resilient elements may be placed in the bracket cavity.
The bracket may comprise a generally U-shaped portion. The bracket
may comprise one or more flanges provided at ends of the bracket,
e.g. at ends of the U-shaped portion. The flanges may be configured
to abut the sub-frame when the powertrain roll restrictor is
installed.
The link arm may extend through an opening in the bracket. The
bracket may define a shape in a plane. The bracket may have a
substantially uniform cross-section. The bracket may comprise a
perpendicular projection of the planar shape. The bracket opening
may be arranged such that the link arm may extend through the
bracket opening in a direction within the plane in which the
bracket shape may be defined.
The bracket opening may be between ends of the bracket. Abutment
surfaces, e.g. for the resilient elements and/or link arm, may be
provided adjacent to the bracket opening. The abutment surfaces may
face the bracket cavity. The end of the link arm may be wider than
the bracket opening.
The bracket may comprise one or more fastener receiving portions.
The fastener receiving portions may be configured for fastening the
bracket to the sub-frame. The fastener receiving portions may be
configured to receive a bolt, pin or any other fastening means. One
or more of the fastener receiving portions may be provided at or
towards ends of the bracket. For example, the fastener receiving
portions may be provided adjacent to the flanges, such as at an
interface between the flanges and the U-shaped portion. One or more
of the fastener receiving portions may be provided at or towards a
mid-point of the bracket, e.g. at the bottom of the U-shaped
portion.
According to a second aspect of the present disclosure there is
provided a sub-frame for a vehicle, the sub-frame being configured
to receive the above-mentioned powertrain roll restrictor. The
sub-frame may comprise an opening into the sub-frame pocket. The
sub-frame pocket opening may be configured to receive the bracket
upon assembly. The sub-frame may be configured such that the link
arm extends though the sub-frame pocket opening when the powertrain
roll restrictor is installed.
An assembly may comprise the powertrain roll restrictor and the
sub-frame. A vehicle may comprise the above-mentioned powertrain
roll restrictor and/or the above-mentioned sub-frame.
For a better understanding of the present disclosure, and to show
more clearly how it may be carried into effect, reference will now
be made, by way of example, to the accompanying drawings, in
which:
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic representation of an automotive powertrain
having a roll restrictor system according to the prior art as
previously disclosed in U.S. Pat. No. 8,215,444B2;
FIG. 2 is a perspective view of a powertrain roll restrictor
according to the present disclosure; and
FIG. 3 is a perspective view of the powertrain roll restrictor
according to the present disclosure showing the powertrain roll
restrictor installed in a sub-frame of a vehicle.
DETAILED DESCRIPTION
As required, detailed embodiments of the present invention are
disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention that
may be embodied in various and alternative forms. The Figures are
not necessarily to scale; some features may be exaggerated or
minimized to show details of particular components. Therefore,
specific structural and functional details disclosed herein are not
to be interpreted as limiting, but merely as a representative basis
for teaching one skilled in the art to variously employ the present
invention.
With reference to FIG. 2, the present disclosure relates to a
powertrain roll restrictor 100, which connects a powertrain (not
shown) for a vehicle to a vehicle structure, such as a sub-frame.
The powertrain may, as is well known in the art, comprise one or
more of an engine, transmission, differential, transaxle or other
associated components. The roll restrictor may connect to one or
more of these components.
The roll restrictor 100 comprises a bracket 110, a link arm 120 and
one or more resilient elements 130a, 130b. A first end 120a of the
link arm 120 is located within a central cavity 112 defined by the
bracket 110. An opposite second end 120b of the link arm is
configured to be coupled to the powertrain such as that shown in
FIG. 1. As will be described in more detail below, the bracket 110
is configured to be coupled to the vehicle structure.
The link arm 120 may be coupled to the powertrain via a connector,
such as a bolt 122, extending between a pair of opposing arms 124a,
124b at the second end 120b of the link arm 120. The opposing arms
124a, 124b may extend in a direction substantially parallel to a
longitudinal axis L of the link arm 120. The opposing arms 124a,
124b define a space 125, which when installed may accommodate a
coupling of the powertrain. The bolt 122 extends across the space
125. The opposing arms 124a, 124b comprise respective openings
126a, 126b, which are aligned to receive the bolt 122. The opposing
arm openings 126a, 126b are provided at a distal end of the
opposing arms 124a, 124b. One or both of the opposing arm openings
126a, 126b may be threaded for receiving a threaded portion of the
bolt 122.
When installed the link arm 120 extends from the powertrain
coupling, through an opening 114 in the bracket 110 and into the
bracket cavity 112. As depicted, the link arm 120 comprises a
single, e.g. unitary, piece that extends from the powertrain
coupling into the bracket cavity 112. However, the link arm 120 may
alternatively comprise separate components that are joined
together.
The resilient elements 130a, 130b are located within the cavity 112
and are positioned between the inner surface of the housing 116 and
the first end 120a of the link arm 120. The link arm 120 comprises
surfaces for engaging with the resilient elements 130a, 130b. The
resilient elements 130a, 130b are bonded to one or both of the
bracket 110 and/or the link arm 120.
In the disclosed embodiment, elements 130a are referred to as
primary resilient elements and elements 130b are referred to as
secondary resilient elements, which may also be referred to as
snubbers. The primary resilient elements 130a may be coupled, e.g.
bonded, to both the link arm 120 and bracket 110 and as such may
resiliently resist movement of the link arm at all times. By
contrast, the secondary resilient elements 130b may be coupled to
only one of the link arm 120 and bracket 110 and initially may not
contact the other of the link arm 120 and bracket 110. As such, the
secondary resilient elements 130b resiliently resist movement of
the link arm 120 only when the link arm has moved relative to the
bracket 110 by an amount sufficient to bring the secondary
resilient elements 130b into contact with the other of the link arm
120 and bracket 110. In this way, the resistance to the movement of
the link arm 120 can be varied depending on the displacement of the
link arm.
The primary resilient elements 130a may be provided at or towards
the middle of the bracket cavity 112 and the primary resilient
elements 130a may be provided either side of the link arm 120. The
secondary resilient elements 130b may be provided at either end of
the bracket cavity 112, e.g. closest and furthest from the bracket
opening 114, so as to resist the extremes of the link arm 120
movement in either direction.
As the powertrain torque varies, the powertrain may move relative
to the rest of the vehicle thereby causing the link arm 120 to move
relative to the bracket 110 in the same direction as the link arm's
longitudinal axis L. However, the link arm 120 may also move
relative to the bracket in other directions, e.g. with the second
end 120b moving in a direction perpendicular to the link arm's
longitudinal axis L. These movements may be resisted by the
resilient elements 130a and/or 130b.
The bracket 110 may define a shape in a plane and the bracket 110
may comprise a perpendicular projection of the planar shape.
Accordingly, the bracket 110 may have a substantially uniform
cross-section. The bracket opening 114 is arranged such that the
link arm 120 extends through the bracket opening in a direction
within the plane in which the bracket shape is defined, e.g. the
plane containing the uniform cross-section.
The bracket 110 may comprise a housing 116 having a generally
U-shaped outer perimeter and flanges 118a, 118b extending from ends
of the housing 116 adjacent to the opening 114. The housing 116 and
flanges 118a, 118b together define a generally omega-shaped bracket
110.
The bracket opening 114 is provided between ends of the bracket
housing, e.g. between the flanges 118a, 118b. The first end 120a of
the link arm 120 may be wider than the bracket opening 114.
Abutment surfaces 117a, 117b facing the bracket cavity 112 are
provided adjacent to and either side of the bracket opening 114 so
that the opening 114 is substantially narrower than the central,
maximum width portion of the cavity 112. The secondary resilient
elements 130b may be coupled, e.g. bonded, to the abutment surfaces
117a, 117b. The link arm 120 may in turn abut the secondary
resilient elements 130b coupled to the abutment surfaces 117a,
117b, e.g. when the link arm 120 has been retracted from the
bracket 110 (along the axis L) by an amount sufficient to close any
gap between the secondary resilient elements 130b and the link arm
120.
The bracket 110 may comprise one or more fastener receiving
portions 119. The fastener receiving portions 119 may be configured
for fastening the bracket 110 to the vehicle structure, e.g.
sub-frame. The fastener receiving portions 119 may be configured to
receive a bolt, pin or any other fasteners. For example, the
fastener receiving portions 119 may comprise openings, which may be
threaded. A pair of the fastener receiving portions 119a, 119b may
be provided at or towards ends of the bracket 110. For example, the
fastener receiving portions 119a, 119b may be provided adjacent to
the flanges 118a, 118b, such as at an interface between the flanges
and the housing 116. A fastener receiving portion 119c may be
provided at or towards a mid-point of the bracket 110, e.g. on a
protrusion 111 at the bottom of the housing 116.
Referring to FIG. 3, the bracket 110 is configured to be coupled to
a sub-frame 140 of a vehicle and is configured for placement within
a pocket 142 of the sub-frame. The powertrain roll restrictor 100
is provided as a single assembly such that it may be inserted into
the sub-frame pocket 142 as a unitary component.
The flanges 118a, 118b are configured to abut surfaces 146a, 146b
of the sub-frame 140 when the powertrain roll restrictor 100 is
installed. Fasteners 150a, 150b, 150c may pass through openings
148a, 148b, 148c in the sub-frame 140 which align with the fastener
receiving portions 119a, 119b, 119c of the bracket 110. As
depicted, the fasteners 150 comprise bolts. The openings 148a,
148b, 148c may be provided in recesses formed in the sub-frame, for
example so that bolt heads do not protrude beyond the lower (as
viewed in FIG. 3) surface of the sub-frame when installed.
The sub-frame 140 is configured to receive the above-mentioned
powertrain roll restrictor 100. The sub-frame 140 comprises a
pocket opening 144 into the sub-frame pocket 142. The sub-frame
pocket opening 144 is configured to receive the bracket 110 upon
insertion of the bracket into the sub-frame pocket 142. The
sub-frame 140 is configured such that the link arm 120 extends
though the sub-frame pocket opening 144 when the powertrain roll
restrictor 100 is installed. This arrangement permits ease of
assembly and disassembly.
The sub-frame 140 may comprise a window opening 149 in a wall of
the sub-frame. The window opening 149 may substantially correspond
in size and/or shape to the bracket cavity 112, e.g. to permit
visual inspection of the resilient elements 130a, 130b and link arm
120. The window opening 149 may also permit the first end 120a of
the link arm 120 to move outside of the space defined by the
sub-frame pocket 142, e.g. by virtue of the link arm 120 rotating
out of the plane of the bracket.
The sub-frame 140 may be manufactured from metal, such as steel
and/or aluminum. However, other materials are also envisaged for
the sub-frame, for example composites such as Carbon Fiber
Reinforced Plastic or Glass Fiber Reinforced Plastic.
It will be appreciated that the powertrain roll restrictor 100 may
be installed by providing the powertrain roll restrictor as a
single assembly and inserting the powertrain roll restrictor into
the sub-frame pocket as a unitary component. The bracket 110 may
then be coupled to the sub-frame, e.g. with the fasteners described
above.
The powertrain roll restrictor of the present disclosure
advantageously permits ease of assembly and service while also
meeting durability and strength requirements. The powertrain roll
restrictor also reduces the exposed length of the link arm, which
minimizes the gap between the sub-frame and powertrain and helps to
satisfy package constraints. The arrangement of the present
disclosure also reduces the articulation envelope between the link
arm and the sub-frame, which maximizes the clearances and/or allows
for additional sub-frame structure.
It will be appreciated by those skilled in the art that although
the invention has been described by way of example with reference
to one or more examples, it is not limited to the disclosed
examples and that alternative examples could be constructed without
departing from the scope of the invention as defined by the
appended claims.
While exemplary embodiments are described above, it is not intended
that these embodiments describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention. Additionally, the features of various
implementing embodiments may be combined to form further
embodiments of the invention.
* * * * *